EP3095658A1 - Procede et dispositif de commande destines a recuperer de l'energie dans un vehicule hybride - Google Patents

Procede et dispositif de commande destines a recuperer de l'energie dans un vehicule hybride Download PDF

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Publication number
EP3095658A1
EP3095658A1 EP16000918.9A EP16000918A EP3095658A1 EP 3095658 A1 EP3095658 A1 EP 3095658A1 EP 16000918 A EP16000918 A EP 16000918A EP 3095658 A1 EP3095658 A1 EP 3095658A1
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EP
European Patent Office
Prior art keywords
energy
recuperation
stop
electric machine
vehicle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16000918.9A
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German (de)
English (en)
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EP3095658B1 (fr
Inventor
Detlef Fischer
Stefan Pfau
Matthias Hierlmeier
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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Priority to EP22201239.5A priority Critical patent/EP4144604A1/fr
Publication of EP3095658A1 publication Critical patent/EP3095658A1/fr
Application granted granted Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/248—Current for loading or unloading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/046—Energy or power necessary for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the invention relates to a method for recuperation of energy in a hybrid vehicle, which comprises an internal combustion engine and an electric machine and has an electrical system with an energy store which can be charged by the electric machine with electrical energy in the recuperation operation.
  • the invention further relates to a device for controlling a recuperation operation in a hybrid vehicle.
  • Such hybrid vehicles usually include, in addition to the internal combustion engine, an electric machine which is operated either in engine or generator mode depending on the driving situation. During engine operation, the electric machine generates an additional drive torque, the engine z. B. supported in an acceleration phase. In generator mode, on the other hand, the kinetic energy released during the deceleration of the vehicle is converted into electrical energy (recuperation). The electrical energy thus obtained is in at least one energy storage, such. As an UltraCap memory, and stored in other driving situations z. B. to drive the vehicle or to supply electrical consumers used. The efficiency of the vehicle can be significantly increased.
  • the generator including inverter
  • energy storage are operated with high power losses and the energy storage usually has a high energy level, although there are life-time optimal energy window depending on the type of energy storage.
  • the fully charged state reduces the above-average durability of the energy storage device.
  • the object of the invention is in particular to provide a method for recuperation of energy in a hybrid vehicle, can be reduced during the Rekuperations ceremoniess with the power losses in Rekuperationssystem, in particular in the electric motor, inverter, energy storage and / or cabling, and allows a component-friendly operation .
  • a further object is to provide a device for controlling a recuperation operation in a hybrid vehicle, with which disadvantages of conventional devices can be avoided.
  • a method of recuperation of energy in a hybrid vehicle includes an internal combustion engine, an electric machine, and preferably a stop-start automatic device, by means of which the internal combustion engine can be automatically switched off and started under predetermined conditions, and has an electrical system with an energy store, which is chargeable in the recuperation of the electric machine with electrical energy.
  • a recuperation power for a recuperation operation of the electric machine is set to a first value, hereinafter also referred to as P_max, which allows a recuperation operation with a maximum regenerative performance of the electric machine, if a current energy level of the energy storage is less than or equal to a threshold value, hereinafter referred to as E_3.
  • the recuperation power for a recuperation operation of the electric machine is set to a second value, hereinafter also referred to as P_lim, which is smaller than the first value P_max and enables a recuperation operation with a reduced regenerative performance of the electric machine, if the current energy level of the energy store is greater than the threshold E_3, i. H. E_ist> E_3.
  • the value P_lim can be set to a fixed value or to a variable value below P_max. If the value of P_lim is set variably, the value P_lim can be calculated so that at the end of the recuperation, i. H. after falling below the minimum speed, to which a recuperation is possible, the energy storage is fully charged.
  • the recuperation power is predetermined by a device for controlling the electric machine, so that in a recuperation operation of the electric machine, power is recuperated in the amount of the specified recuperation power.
  • the power delivered by the electric machine in regenerative operation is thus reduced to the value P_lim below the maximum power P_max if the energy level or the state of charge of the energy store exceeds a predetermined level.
  • a recuperation energy E_rek is predicted for a current operating state of the motor vehicle, ie predicted or estimated, which indicates how much energy could be recuperated if the motor vehicle starts from the current one Driving condition was slowed down to at least a speed threshold.
  • the speed threshold here preferably indicates a speed limit above which energy can be recuperated in the recuperation mode and below which no recuperation operation is possible.
  • the recuperation energy E_rek thus estimates how much energy from the kinetic kinetic energy of the motor vehicle can be recuperated on average if the motor vehicle is decelerated to a standstill and, for example, enters a stop phase of the stop-start operation.
  • recuperation energy E_rek offers the advantage that, taking into account the current energy storage level of the energy store, it can be estimated in more detail whether “overcharging" of the energy store or the associated power loss threatens during the next recuperation process and whether at the beginning of an upcoming stop. Phase of stop-start operation, sufficient energy will be available in the energy store.
  • the predicted recuperation energy E_rek can be determined as a function of a current vehicle speed, an average vehicle deceleration, a vehicle electrical system load and a maximum regenerative power P_max of the recuperation operation.
  • an estimated recuperation time or braking time can be estimated from the current vehicle speed and an assumed average vehicle deceleration. Based on the anticipated braking time then results from an assumed recuperation, z. Assuming a maximum generator power P_max of the generator, minus the current vehicle electrical system load the expected recuperable energy if the vehicle is brought to a standstill. In this way, based on the current driving state of the vehicle, the energy that is likely to be recovered can be accurately predicted or estimated.
  • the predicted recuperation energy E_rek and / or the threshold value E 3 are continually recalculated while driving, so that the values for the predicted recuperation energy E_rek and / or the threshold value E_3 are adjusted as soon as the vehicle condition, in particular the vehicle speed , changes.
  • the average vehicle deceleration can indicate with which average deceleration the motor vehicle is decelerated during a recuperation process and be stored in advance in the motor vehicle train.
  • a current value of the vehicle electrical system load is preferably determined.
  • a pre-stored value for an average on-board network load can also be used.
  • a minimum threshold value E_min for an energy level of the energy store can be used as a function of the predicted recuperation energy E_rek and a minimum energy E_stop , which is needed on average for an engine stop phase of a stop-start operation.
  • the minimum energy E_Stopp which is required on average for an engine stop phase of a stop-start operation, as the sum of an engine starting energy E_1 for the start-stop operation and an energy demand E_2 for an on-board power supply during a stop phase of the stop-start Operation to be determined.
  • the engine starting energy E_1 indicates here how much electric energy is required from the energy store for the warm start of the internal combustion engine during the stop-start operation, the electric machine serving as a starter motor.
  • the energy requirement E_2 for the on-board power supply can be determined as a function of an average vehicle standstill time in the stop phase and an average on-board network load.
  • the minimum threshold value E_min is preferably recalculated while driving.
  • an advantageous variant of this measure provides that the minimum threshold value E_min is set to a value below the minimum energy E_stop, which is required on average for an engine stop phase of a stop-start operation, if the sum of the current energy level E_act of the energy store and the predicted Recuperation energy E_rek is greater than the minimum energy E_Stop.
  • the energy storage management can be further optimized. If the sum of the current energy level E_act of the energy store and the predicted recuperation energy E_rek is less than or equal to the minimum energy E_stop, E_min is set to the value of E_stop.
  • the energy level E_ist of the energy store can be increased by means of a load point boost of the internal combustion engine. Furthermore, the internal combustion engine may be started in a stop phase if the energy level E_act in the energy store during a stop phase falls to a value that corresponds to the engine start energy E_1.
  • the energy level of the energy store corresponds in each case to a specific state of charge of the energy store, so that for the purposes of this document instead of the energy level values used, the corresponding state of charge thresholds can be used analogously, so that under the meaning of the word energy level of the energy store, the state of charge of the energy store should also fall.
  • the current energy level E_act can also be determined as the current state of charge (SOC) of the energy store, and the threshold value E_3 can then be set as the corresponding state of charge threshold.
  • the second value P_lim for the recuperation power of the recuperation operation of the electric machine is set variably.
  • P_lim is respectively set such that the energy store would be fully charged at the end of a subsequent recuperation process if the motor vehicle were decelerated from the current driving state to at least one speed threshold value, the speed threshold value, already referred to above as v_min, preferably a speed limit indicates above which energy can be recuperated in recuperation and below which no recuperation is possible.
  • the quantity t_rek corresponds to the abovementioned average braking duration during which energy is recuperable in a recuperation mode.
  • an apparatus for controlling a recuperation operation in a hybrid vehicle including an internal combustion engine, an electric machine, and preferably a stop-start automatic device by means of which the internal combustion engine can be automatically turned off and started under predetermined conditions is included and an electrical system with an energy storage, which is chargeable in the recuperation of the electric machine with electrical energy provided.
  • the device is arranged according to the invention to carry out the method as described in this document. To avoid repetition, features disclosed purely in accordance with the method are also to be regarded as disclosed in accordance with the device and to be able to be claimed. The aforementioned aspects and inventive features, thus also apply to the device.
  • the invention further relates to a motor vehicle, in particular a utility vehicle, comprising such a device for controlling the recuperation operation.
  • FIG. 1 schematically shows an example of a per se known from the prior art electrical system 1 of a hybrid vehicle, in particular a commercial vehicle.
  • the electrical system 1 has two subnetworks 2, 3:
  • a first subnetwork 2 in which a first mains voltage U1 is present and which comprises a first energy store 5 and a load resistor 6.
  • the load resistor 6 is formed by at least one, preferably by a plurality of consumers.
  • a conventional starter 7 is also provided for the internal combustion engine.
  • a second subnetwork 3 in which a second mains voltage U2 is applied and in which an electrical machine 10 is provided.
  • the electric machine 10 is designed for starting an internal combustion engine (not shown) of the motor vehicle and for generator operation or recuperation operation and can be designed, for example, as a crankshaft starter generator.
  • a second energy storage 9 is further provided, for.
  • the second energy store 9 is designed to store electrical charge generated by the electric machine 10 in the generator operation or recuperation operation.
  • the first energy storage 5 may also be formed as a capacitor storage or as a conventional lead-acid battery.
  • the power lines 12 are in FIG. 1 marked with solid black lines.
  • the electrical system 1 further includes a DC-DC converter (DC / DC converter) 4, which connects the first subnet 2 to the second subnet 3 bidirectionally.
  • the DC-DC converter 4 is designed to receive a DC voltage from one of the sub-networks 2, 3, for example a DC voltage with which the first sub-network 2 is operated, and to generate an output voltage which is different from the voltage received on the input side.
  • the electrical system 1 or 21 further comprises a control unit (not shown) which is connected via corresponding signal lines (not shown) with the corresponding components of the electrical system 1, 21, in particular the voltage converter 4, the energy storage 5 and 9 and the electric machine 10th ,
  • the control unit receives from the energy stores 5, 9 or the charge state sensor 8 and from a storage management system (not shown) of the energy storage 9 data on the state of charge of the energy storage 5, 9.
  • the control unit is further configured to the voltage converter 4 in response to the received Charge conditions corresponding control signals output.
  • the voltage converter 4 is set up to transmit energy from the first subnetwork 2 into the second subnetwork 3 and vice versa.
  • FIG. 1 shown on-board network topology is merely exemplary and from the prior art, a variety of other variants of on-board network topologies for incorporating an electrical machine and an electrical energy storage device for hybrid operation is known, with which the inventive method is also feasible.
  • the control unit according to the invention is particularly adapted to carry out the method for controlling a recuperation operation and in this case to vary the recuperation power of the electric machine 10 via the inverter 11, which is described below with reference to FIG FIGS. 2 to 4 exemplified.
  • FIG. 2 illustrates in the upper diagram instantaneous values for the energy level of the energy storage E_ist and the threshold value E_3 for a specific operating state of the vehicle.
  • the lower diagram shows the corresponding value of the predetermined recuperation power P_act.
  • FIG. 3 and 4 show corresponding values for the energy level E_ist, the threshold E_3 and the currently set recuperation power P_act in other operating conditions of the vehicle.
  • sizes with the same reference numbers correspond to the sizes of FIG. 1 , and are not described separately.
  • FIG. 2 indicates the axis 8, the level of the energy storage 9.
  • the energy level E_max indicates the energy level of a fully charged energy storage.
  • the dot-dashed line indicates the instantaneous energy level E_ist corresponding to the current state of charge (SOC) of the energy store 9, which is continuously determined and monitored.
  • E_rek indicates the level of a currently predicted recuperation energy.
  • E_rek indicates how much energy could be recuperated if the motor vehicle was decelerated from the current driving state to at least one speed threshold v_min.
  • the speed threshold v_min indicates the speed limit up to which energy can be recuperated in the recuperation mode. At a driving speed below v_min no energy is recuperated.
  • E_rek is continuously calculated while driving. For this purpose, from the current vehicle speed and from a stored average vehicle deceleration a average braking time during which energy is recuperable in a recuperation mode. The faster the vehicle drives, the longer the average braking time and thus the average duration of a recuperation phase. Assuming a set maximum regenerative capacity P_max of the electric machine 10 in the recuperation mode, the average vehicle electrical system load, minus the average vehicle electrical system load, results in an average recuperation power that, multiplied by the average braking time, yields the predicted recuperation energy E_rek.
  • the current recuperation power P_act for a recuperation operation of the electric machine 10 is set to the maximum capacity P_max, so that the recuperation operation takes place with a maximum regenerative efficiency of the electric machine.
  • the recuperation power P_act for a recuperation operation of the electric machine 10 is set to a value P_lim smaller than the first value P_max and a recuperation operation having a reduced regenerative efficiency Electric machine 10 allows or fixes.
  • FIG. 3 corresponds to an operating state of the vehicle in which the current energy storage level E_ist is above the energy threshold value E_3, so that in this case the recuperation power P_act is set to a reduced value P_lim. If a recuperation operation were to start in this case, this would only take place with the reduced recuperation power P_lim.
  • FIG. 4 shows an example where E_3 has been set to the value E_max. This matches with For example, an operating state of the vehicle in which the current vehicle speed is below the threshold v_min, so that the value for the predicted Rekuperationsenergy E_rek is zero. Consequently, a value of E_max for E_3 results.
  • the energy levels E_1, E_2, E_Stopp and E_min are shown.
  • the energy level marked E_Stop indicates the minimum energy level that must be contained in the memory 9 at the beginning of a stop phase.
  • the energy level E_Stopp is composed additively of an engine starting energy E_1, which is needed for the warm start of the internal combustion engine in the context of the stop-start operation, and an energy requirement E_2 for the onboard power supply.
  • the energy requirement E_2 results from a stored average vehicle standstill time of the stop phase, ie an assumed average duration of the stop phase, and an average on-board network load during the stop phase.
  • the energy in the memory 9 is used up to the threshold E_1 and then the engine is forcibly started.
  • the stop phase of the internal combustion engine is thus prematurely terminated.
  • One possibility here is then to recharge the energy store 9 by the electric motor, so that the internal combustion engine can subsequently be stopped again if the vehicle is still at a standstill, d. h., the driver has not signaled an end to the stop-start operation, for example by pressing the accelerator pedal.
  • an operation of the internal combustion engine may be carried out in idling mode until the driver signals the end of the stop phase.
  • E_min specifies a threshold value for the energy level, below which a load point increase of the internal combustion engine is started during driving in order to charge the energy store to at least the value E_min via the surplus energy generated thereby.
  • E_min can be continuously recalculated as a function of the average on-board network load, the required engine start energy E_1, the average vehicle deceleration, the vehicle speed and the expected vehicle idle time.
  • E_min can depend on the predicated Rekuperationsenergy E_rek and the minimum energy E_Stopp, which is needed on average for an engine stop phase of a stop-start operation determined.
  • the minimum threshold value E_min can be set to a value below the minimum energy E_stop (not shown) if the sum of the current energy level E_act of the energy store and the predicted recuperation energy E_rek is greater than the minimum energy E_stop. In this case, it is taken into account that enough energy can still be recuperated from the current kinetic energy of the vehicle in order to charge the energy store 9 up to at least the value E_stop at the beginning of the next stop phase. If the sum of the current energy level E_act of the energy store and the predicted recuperation energy E_rek is less than or equal to the minimum energy E_stop, E_min is set to the value of E_stop.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP16000918.9A 2015-05-19 2016-04-22 Procede et dispositif de commande destines a recuperer de l'energie dans un vehicule hybride Active EP3095658B1 (fr)

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EP22201239.5A Division EP4144604A1 (fr) 2015-05-19 2016-04-22 Procédé et dispositif de commande pour récupérer de l'énergie dans un véhicule hybride

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CN (1) CN106167021B (fr)
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DE102016006526A1 (de) * 2016-05-27 2017-11-30 Audi Ag Elektrische Anlage für ein elektrisch antreibbares Kraftfahrzeug
DE102017211248B4 (de) 2017-07-03 2020-01-02 Continental Automotive Gmbh Verfahren zur Rekuperation von kinetischer Energie eines Hybridfahrzeuges, sowie Steuereinrichtung hierfür
DE102017218855B4 (de) * 2017-10-23 2024-07-18 Audi Ag Dynamisch bestimmte Zustartleistung für einen Verbrennungsmotor eines Hybridfahrzeugs
CN112440822B (zh) * 2019-08-27 2022-03-29 北京新能源汽车股份有限公司 一种电动汽车回馈功率的确定方法、装置及电动汽车
CN111674265B (zh) * 2020-05-21 2023-05-23 中国汽车技术研究中心有限公司 一种电动自动驾驶汽车制动能量监控装置及方法
CN116749946B (zh) * 2023-08-21 2023-10-20 新誉集团有限公司 一种车辆能量管理方法、装置、设备及可读存储介质

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BR102016010476B1 (pt) 2022-10-04
EP3095658B1 (fr) 2022-11-30
CN106167021B (zh) 2020-07-17
RU2016119104A (ru) 2017-11-24
CN106167021A (zh) 2016-11-30
EP4144604A1 (fr) 2023-03-08
RU2016119104A3 (fr) 2019-08-21
BR102016010476A8 (pt) 2021-09-14
RU2711877C2 (ru) 2020-01-23
US20160339901A1 (en) 2016-11-24
BR102016010476A2 (pt) 2016-11-22
US10166969B2 (en) 2019-01-01
DE102015006454A1 (de) 2016-11-24

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